Gulf Air
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Gulf Air
Che, yes I have a type rating on my FAA ATP but no time on type.
Che, do they have different interviews for type rated and non type rated pilots?
Eddy, no I do not have an interview, but I want to study in the event they start.
Che, do they have different interviews for type rated and non type rated pilots?
Eddy, no I do not have an interview, but I want to study in the event they start.
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GD
Yes, the interviews for type rated pilots is different from the point of view of a technical test as well as a simulator check on the specific type, the rest of the interview is the same.
The main part of the interview process is a competency based interview; there are also various other tests in mathematics, reasoning and so on as well as group exercises.
I don't know enough to give you any details but that is the general concept.
Chao
Yes, the interviews for type rated pilots is different from the point of view of a technical test as well as a simulator check on the specific type, the rest of the interview is the same.
The main part of the interview process is a competency based interview; there are also various other tests in mathematics, reasoning and so on as well as group exercises.
I don't know enough to give you any details but that is the general concept.
Chao
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the sim ride portion of the interview for non-type rated guys is fairly basic. the usual stuff, one circuit and land, v1 cut and a single engine go around off a raw data manual ils followed by a circling approach.
if you're type rated, it's usually a lot more difficult. this is because if you pass the overall interview and get an offer, your sim training will be fast tracked and you won't be bonded.
if you're type rated, it's usually a lot more difficult. this is because if you pass the overall interview and get an offer, your sim training will be fast tracked and you won't be bonded.
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Gulf Air
Thanks for the info on the simulator ride.
I need more information on what to study for and where can I get the material from.
If I get an interview one day in the future I do not want to bust it. I want to prepare as much as possible.
I need more information on what to study for and where can I get the material from.
If I get an interview one day in the future I do not want to bust it. I want to prepare as much as possible.
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Gulf Air
Please do not ask about pay, please ask about the interview process. Let us get as much info to be prepared. Please do not let this thread move onto another topic, thank you 
.
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PAR31
Bonds are only an issue if you are planning to leave before their expiry. If you are applying for Gulf Air (or any other airline) for a career, then the bond should not matter so much. If you are unfit to fly due medical condition the bond will not apply. Realistically, what is wrong with doing 3 years (or whatever) flying a jet and possibly doing what you love. Bonds only scare jumpers.
Bonds are only an issue if you are planning to leave before their expiry. If you are applying for Gulf Air (or any other airline) for a career, then the bond should not matter so much. If you are unfit to fly due medical condition the bond will not apply. Realistically, what is wrong with doing 3 years (or whatever) flying a jet and possibly doing what you love. Bonds only scare jumpers.
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When I joined on the 767 fleet I was not bonded, but I think it was due to current and qualified and typed on 75/76...as mentioned above if you are bonded whats the big deal, it would take the duration of the bond (2yrs?) to get any marketable time on type anyway, so how can you lose?
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GF
Hi Guys,
Just out of curiousity how much tolarnce allowed in the sim
for the non type rated pilots? And is the whole sim evaluation
done in manual flying or coupled? And the last Q, is GF interested
in hiring classic airliners pilots (727,DC9,737) non EFIS? and what
would their evaluation be since some guys don't even have any EFIS experience.?
Happy Landings
Just out of curiousity how much tolarnce allowed in the sim
for the non type rated pilots? And is the whole sim evaluation
done in manual flying or coupled? And the last Q, is GF interested
in hiring classic airliners pilots (727,DC9,737) non EFIS? and what
would their evaluation be since some guys don't even have any EFIS experience.?
Happy Landings
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Cam32,
I just wanted to give GDS one info that he did not have and maybe was going to disappoint him.
No problem at all with bond like this, but I think it's nice to know that he will have to sign a bond anyway and undergo the training of a non-type-rated guy.
Par31
I just wanted to give GDS one info that he did not have and maybe was going to disappoint him.
No problem at all with bond like this, but I think it's nice to know that he will have to sign a bond anyway and undergo the training of a non-type-rated guy.
Par31
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Gulf Air
Hi all, and thank you for the information and please keep it coming.
I have no problem to sign a bond. GF has been on my list of employers for a very long time.
Bahrain life is what I love as I come from an Island myself.
Does anyone have info on the psychometric testing? As much info of this would be helpful, thank you.
I have no problem to sign a bond. GF has been on my list of employers for a very long time.
Bahrain life is what I love as I come from an Island myself.
Does anyone have info on the psychometric testing? As much info of this would be helpful, thank you.
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They are working on it perhaps....
Obviously they would rather get type rated candidates, but if they can't they will go for non-type rated.
Incidentally PAR, if you are current and have 500 hrs on type, then no bond....this has been around for years. I was one of those pilots, type rated, experienced on type and no bond.
Chao
Obviously they would rather get type rated candidates, but if they can't they will go for non-type rated.
Incidentally PAR, if you are current and have 500 hrs on type, then no bond....this has been around for years. I was one of those pilots, type rated, experienced on type and no bond.
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Yes Che Guevara
but the case of GDS it's different:
type rating with no experience on type.
There were 2 guys same situation and they had to sign a bond but the main thing is that he will have to undergo a full type rating with GF.
I personally think that it's a good way to review the a/c.
And again it was only an info.
Good luck GDS and good choice.
Par31
but the case of GDS it's different:
type rating with no experience on type.
There were 2 guys same situation and they had to sign a bond but the main thing is that he will have to undergo a full type rating with GF.
I personally think that it's a good way to review the a/c.
And again it was only an info.
Good luck GDS and good choice.
Par31
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I was on the second last assessment back in 2006. If it hasn't changed much since then, it goes something like this.
It takes two days and broken into 5 main components.
1. Psychometric test.
2. ATPL general exam.
3. Flight planning exercise.
4. Group exercise.
5. Two on one interview.
6. Sim ride.
Psych test.
You can't really study for this because they have a database of thousands of mind boggling questions so I won't elaborate on it's contents. But if you fail, you will be on your way home and the assessment ends for you. This, naturally, will be the first test.
The only tip I can give you is to do it quickly and most importantly, accurately. There will be way too many questions to complete in the allocated time but accuracy is the key.
The only guy who completed the exam in my day was some Russian guy. He passed the psych brilliantly to the point of genius but ended up failing the overall assessment because of a dodgy sim ride.
Unless you're a nutter, you should pass. To date, I think only one ever failed the psych test. Sorry, didn't mean to pressure you to be the second!
ATPL general exam.
Covers general ATPL type questions. One hour. This one has nothing to do with licencing. It is fairly straight forward if you've been working in the ATPL environment. Polish up on aviation formulas, radiotelephony, aerodrome markings/signals, some met and basic IFR rules.
Flight planning exercise.
You will be given an inflight scenario that necessitates a diversion.
Elements like technical problems, availability of engineering at a non-suitable alternate, unavailability of engineering at a suitable alternate, weather, Ramadan, quarrelling crewmembers, flight time limits etc are thrown in to complicate things.
The mission must be completed within legal flight time limits at the planned destination.
This exercise actually closely reflects what happens occassionally at GF!! (probably why they have this exercise)
Group exercise.
You're a member of a charter planning group. Each candidate will have an observer who monitors his/her performance.
There will be a booklet with all the charter data that you will be given one minute to read (impossible!).
A decision will need to be made on which type of aircraft will be best suited for the charter.
Considerations such as ETOPS requirements, curfews, wet/dry lease, monsoon, alternates, profiability versus risks etc will be thrown in.
The main point about this exercise is your performance within the group environment.
Make sure every member of the group reads a chapter each so as to cover every part of the booklet before the discussion.
You should not be overbearing but try not to 'fly under the radar'. Don't forget you a being watched closely.
You must make intelligible inputs to the eventual outcome of the group's decision. Assertiveness with diplomacy and general knowledge in profitability comes to mind.
Two on one interview.
Two staffers (usually a pilot and someone from HR) will probe you for personal qualities they think will be an asset to GF.
Key virtues are work-ethics and loyalty.
GF has experienced quite a few 'bond jumpers' lately so be sure they that they know 'those' types.
Just be honest or be a really good liar. I advise the former with only the good bits.
Sim ride.
Until this point, you've only been a pilot on paper as far as GF is concerned.
This is your chance to show your flying prowess on the big jet, most likely the B767 (though GF has dispensed with those).
There will be a circuit, engine failure after V1, single engine ILS's and go around with a visual one engine landing, all that good stuff.
Should take around 30 minutes.
Oh yeah, all hand-flown without flight-director, autopilot and autothrottle.
They will be looking for:
a) a standard commensurate with your said experience,
b) CRM qualities and
c) trainability.
Use the guy to the left of you to tune navaids and talk to the tower (sorry, he can't fly for you).
Unless you crashed, or decided to do aerobatics, this one should be easy for jet pilots and at worst, too fast for non jet pilots. In which case, extend down wind, request vectoring further out (not to 100nm) etc to buy yourself time to sort it all out. Whatever you do, don't freeze. Just do that flying thing as you've always known it.
That's all I got. Hope it helps.
It takes two days and broken into 5 main components.
1. Psychometric test.
2. ATPL general exam.
3. Flight planning exercise.
4. Group exercise.
5. Two on one interview.
6. Sim ride.
Psych test.
You can't really study for this because they have a database of thousands of mind boggling questions so I won't elaborate on it's contents. But if you fail, you will be on your way home and the assessment ends for you. This, naturally, will be the first test.
The only tip I can give you is to do it quickly and most importantly, accurately. There will be way too many questions to complete in the allocated time but accuracy is the key.
The only guy who completed the exam in my day was some Russian guy. He passed the psych brilliantly to the point of genius but ended up failing the overall assessment because of a dodgy sim ride.
Unless you're a nutter, you should pass. To date, I think only one ever failed the psych test. Sorry, didn't mean to pressure you to be the second!
ATPL general exam.
Covers general ATPL type questions. One hour. This one has nothing to do with licencing. It is fairly straight forward if you've been working in the ATPL environment. Polish up on aviation formulas, radiotelephony, aerodrome markings/signals, some met and basic IFR rules.
Flight planning exercise.
You will be given an inflight scenario that necessitates a diversion.
Elements like technical problems, availability of engineering at a non-suitable alternate, unavailability of engineering at a suitable alternate, weather, Ramadan, quarrelling crewmembers, flight time limits etc are thrown in to complicate things.
The mission must be completed within legal flight time limits at the planned destination.
This exercise actually closely reflects what happens occassionally at GF!! (probably why they have this exercise)
Group exercise.
You're a member of a charter planning group. Each candidate will have an observer who monitors his/her performance.
There will be a booklet with all the charter data that you will be given one minute to read (impossible!).
A decision will need to be made on which type of aircraft will be best suited for the charter.
Considerations such as ETOPS requirements, curfews, wet/dry lease, monsoon, alternates, profiability versus risks etc will be thrown in.
The main point about this exercise is your performance within the group environment.
Make sure every member of the group reads a chapter each so as to cover every part of the booklet before the discussion.
You should not be overbearing but try not to 'fly under the radar'. Don't forget you a being watched closely.
You must make intelligible inputs to the eventual outcome of the group's decision. Assertiveness with diplomacy and general knowledge in profitability comes to mind.
Two on one interview.
Two staffers (usually a pilot and someone from HR) will probe you for personal qualities they think will be an asset to GF.
Key virtues are work-ethics and loyalty.
GF has experienced quite a few 'bond jumpers' lately so be sure they that they know 'those' types.
Just be honest or be a really good liar. I advise the former with only the good bits.
Sim ride.
Until this point, you've only been a pilot on paper as far as GF is concerned.
This is your chance to show your flying prowess on the big jet, most likely the B767 (though GF has dispensed with those).
There will be a circuit, engine failure after V1, single engine ILS's and go around with a visual one engine landing, all that good stuff.
Should take around 30 minutes.
Oh yeah, all hand-flown without flight-director, autopilot and autothrottle.
They will be looking for:
a) a standard commensurate with your said experience,
b) CRM qualities and
c) trainability.
Use the guy to the left of you to tune navaids and talk to the tower (sorry, he can't fly for you).
Unless you crashed, or decided to do aerobatics, this one should be easy for jet pilots and at worst, too fast for non jet pilots. In which case, extend down wind, request vectoring further out (not to 100nm) etc to buy yourself time to sort it all out. Whatever you do, don't freeze. Just do that flying thing as you've always known it.
That's all I got. Hope it helps.
Last edited by Sal-e; 30th Jun 2008 at 14:13. Reason: typo